Accident Details
On February 27, 2016, about 1215 eastern standard time, a Cessna 150L, registration N976HB, was substantially damaged during a forced landing after takeoff from Gettysburg Regional Airport (W05), Gettysburg, Pennsylvania. The private pilot was not injured. The personal flight was conducted under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned flight to Clearview Airpark (2W2), Westminster, Maryland.
The pilot reported planning a short flight to purchase fuel. The airplane departed runway 24 with 7 gallons of fuel. During initial climb, about 750 feet above ground level, the engine rpm decreased from full power to 1,700 rpm. The pilot applied carburetor heat, but the engine rpm remained at 1,700 and he was unable to maintain altitude. He turned back toward the airport and determined the airplane would not reach the runway. The pilot then attempted to land in a field prior to the runway, but the airplane impacted and came to rest in trees just before the field.
Aircraft Information
The two-seat, high-wing, fixed tricycle-gear airplane, serial number 15074983, was manufactured in 1975. It was powered by a Continental Motors O-200, 100-horsepower engine. The airplane's most recent annual inspection was completed on October 12, 2015, at which time the airplane had accumulated 4,342.5 total hours. The engine had also accumulated 4,342.5 total hours, with 1,255.7 hours since its last major overhaul. The airplane had flown about 14 hours since the annual inspection. The fuel system consisted of two 13-gallon fuel tanks, one in each wing, for a total capacity of 26 gallons; of which, 3.5 gallons were unusable.
Wreckage Examination
Examination by a Federal Aviation Administration (FAA) inspector revealed that during the collision with trees, the right wing and empennage partially separated. The inspector noted that the airplane's left fuel tank cap remained on the runway; however, recovery personnel drained approximately 2 gallons from each fuel tank. They did not observe contamination in the fuel. They reported that more fuel may have leaked through vents or the left fuel tank opening, as the airplane was suspended nose-down, slightly beyond the vertical position.
Engine Test Run
The engine was subsequently successfully test-run at a recovery facility under FAA supervision. During preparation, the air inlet filter, gascolator screen, and carburetor fuel inlet screen were clear and free of obstructions. The engine started normally and power was increased to 2,100 rpm without hesitation. Damage to the propeller and engine mounts caused vibration and precluded an attempt of full power due to safety concerns. Examination and test-run did not reveal any preimpact mechanical malfunctions. The engine primer control was observed in the forward position, but not locked; however, examination of the sparkplugs did not reveal a rich or lean mixture.
Weather Conditions
The recorded weather at an airport about 15 miles east of the accident site, at 1153, included wind variable at 6 knots, visibility 10 miles, few clouds at 4,600 feet, temperature 3°C, and dew point minus 8°C. Review of an FAA Carburetor Icing Chart for the given temperature and dew point indicated that the conditions were outside of the icing envelope.